U.S. patent number 10,196,099 [Application Number 15/403,795] was granted by the patent office on 2019-02-05 for aerodynamic skirt assembly.
This patent grant is currently assigned to Ridge Corporation. The grantee listed for this patent is Dominic Plauche Grandominico, Gary Alan Grandominico, Raymond Augustus McDonald, Jr., Bret Jameson Moss. Invention is credited to Dominic Plauche Grandominico, Gary Alan Grandominico, Raymond Augustus McDonald, Jr., Bret Jameson Moss.
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United States Patent |
10,196,099 |
Grandominico , et
al. |
February 5, 2019 |
Aerodynamic skirt assembly
Abstract
A resilient or flexible skirt panel assembly having an integral
bracing system. In operation, the bracing system need not attach to
a trailer base rail. The innovation discloses straight,
straight-angled and curved skirt panel orientations. Additionally,
angled braces, "v-braces," "v-wings," and integral rib bracing
mechanisms are disclosed. In aspects, the skirt panel and bracing
mechanisms can absorb (or bend) under force while effectively
having a "memory" to return to their original shape upon removal of
the force. The skirt assembly can include a hem along the bottom
edge of the skirt panel thereby enhancing performance and longevity
of the assembly. Additionally, an "anti-skid" clamping assembly can
be employed to connect the skirt assemblies to the trailer I-beam,
base rail or cross-members.
Inventors: |
Grandominico; Gary Alan
(Galena, OH), Grandominico; Dominic Plauche (Columbus,
OH), McDonald, Jr.; Raymond Augustus (Pooler, GA), Moss;
Bret Jameson (Lewis Center, OH) |
Applicant: |
Name |
City |
State |
Country |
Type |
Grandominico; Gary Alan
Grandominico; Dominic Plauche
McDonald, Jr.; Raymond Augustus
Moss; Bret Jameson |
Galena
Columbus
Pooler
Lewis Center |
OH
OH
GA
OH |
US
US
US
US |
|
|
Assignee: |
Ridge Corporation (Pataskala,
OH)
|
Family
ID: |
45555608 |
Appl.
No.: |
15/403,795 |
Filed: |
January 11, 2017 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20170120965 A1 |
May 4, 2017 |
|
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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14656231 |
Mar 12, 2015 |
9573636 |
|
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13197425 |
Jul 2, 2015 |
9004575 |
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61370334 |
Aug 3, 2010 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D
35/001 (20130101); B62D 35/02 (20130101); B60Y
2410/122 (20130101); Y10T 29/49826 (20150115); B62D
25/168 (20130101); Y02T 10/88 (20130101) |
Current International
Class: |
B62D
35/00 (20060101); F16M 13/02 (20060101); B62D
37/02 (20060101); B62D 65/16 (20060101); B62D
35/02 (20060101); B62D 25/16 (20060101) |
Field of
Search: |
;296/180.2,180.4 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Morrow; Jason S
Attorney, Agent or Firm: Walter Haverfield LLP Pingor; James
J.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a continuation of U.S. application Ser. No.
14/656,231, now U.S. Pat. No. 9,573,636, entitled "AERODYNAMIC
SKIRT ASSEMBLY" and filed on Mar. 12, 2015 which is a continuation
of U.S. application Ser. No. 13/197,425, now U.S. Pat. No.
9,004,575, entitled "AERODYNAMIC SKIRT ASSEMBLY" and filed on Aug.
3, 2011 which claims the benefit of U.S. Provisional Patent
application Ser. No. 61/370,334 entitled "AERODYNAMIC SKIRT
ASSEMBLY" and filed Aug. 3, 2010. The entirety of the above-noted
applications are incorporated by reference herein.
Claims
What is claimed is:
1. A system that facilitates bracing a skirt panel for
aerodynamics, comprising: a brace that provides structural support
to the skirt panel, comprising: a vertical portion with a height at
least half of the height of the skirt panel and positioned within
and in contact with a vertically-oriented interior surface of the
skirt panel; and a connection mechanism that attaches the skirt
panel to a trailer, such that the brace is attached within the
interior surface of the skirt and is not in direct contact with the
trailer.
2. The system of claim 1, wherein the brace is a resin brace.
3. The system of claim 2, wherein the brace is capable of flexing
under a force and substantially regaining an original shape upon
alleviation of the force.
4. The system of claim 1, wherein the brace is an integral `rib`
molded into the skirt panel.
5. The system of claim 1, wherein the brace is an angled brace
having an angle of approximately a 90 degrees between the vertical
portion and a horizontal portion, wherein the angled brace is
wholly positioned within an interior area of the skirt panel
defined by the vertically-oriented interior surface of the skirt
panel and a horizontal mounting flange of the skirt.
6. The system of claim 1, wherein the skirt panel is a resilient
skirt panel and is configured in a straight orientation
substantially in-plane with a sidewall of the trailer.
7. The system of claim 1, wherein the skirt panel is a resilient
skirt panel configured in a straight-angled orientation, wherein a
rear portion of the skirt panel is substantially in-plane with a
sidewall of the trailer and a forward portion of the skirt angles
to a landing gear portion of the trailer.
8. The system of claim 1, wherein the skirt panel is a resilient
skirt panel that comprises a curve between a rear portion and a
forward portion of the skirt panel, wherein the forward portion
curves inward toward a landing gear portion of the trailer and
wherein the rear portion is substantially in-plane with a sidewall
of the trailer.
9. The system of claim 1, further comprising a plurality of spacers
that at least one of separates the skirt panel from the trailer or
adapts one or more heights of a base rail or cross member to
accommodate installation of the skirt panel.
10. A trailer skirt assembly, comprising: a resilient skirt panel;
a resilient bracing system that supports the skirt panel, the
resilient bracing system includes, a resilient brace having an
angled configuration comprising a vertical portion that measures at
least half of an interior width of the resilient skirt panel and a
horizontal portion, wherein the vertical portion and the horizontal
portion have an angle of approximately 90 degrees therebetween, and
wherein the resilient bracing system includes an angled brace
positioned completely within and entirely in contact with an
interior surface of the skirt panel.
11. The trailer skirt assembly of claim 10, wherein the resilient
brace capable of flexing upon contact with a foreign object and
substantially regaining an original shape upon alleviation of the
contact.
12. The trailer skirt assembly of claim 10, wherein the resilient
brace is molded into the skirt panel.
13. A method of installing a skirt panel assembly to a trailer,
comprising: positioning a skirt panel adjacent to an underside of
the trailer in a predetermined configuration; mounting a brace upon
an interior surface of the skirt panel, the interior surface having
a vertical interior surface, the brace comprises, a vertical
portion that extends beyond a centerline of the vertical interior
surface of skirt panel and is in physical contact with the vertical
interior surface of the skirt panel; and a horizontal portion that
facilitates attachment to the trailer; and attaching the brace
wholly within the interior surface of the skirt wherein, the
vertical portion and the horizontal portion are not in direct
contact with the trailer.
14. The method of claim 13, wherein the brace is a resilient resin
brace having an angle of approximately 90 degrees between the
vertical portion and a horizontal portion.
Description
BACKGROUND
With today's focus on fuel efficiencies, there has been growing
emphasis on increasing vehicle and particular truck aerodynamics.
In accordance therewith, manufacturers and third-parties have
designed and developed a wide variety of aerodynamic solutions that
reduce wind drag upon trucks and trailers.
One particular line of products is the trailer skirt. A trailer
skirt is essentially a downward extension of the trailer sides,
particularly between the landing gear and the rear wheels that
prevent accumulation of air beneath the trailer. Thus, aerodynamics
and fuel efficiency can be enhanced by directing air down the side
of the trailer decreasing air drag on the trailer.
SUMMARY
The following presents a simplified summary of the innovation in
order to provide a basic understanding of some aspects of the
innovation. This summary is not an extensive overview of the
innovation. It is not intended to identify key/critical elements of
the innovation or to delineate the scope of the innovation. Its
sole purpose is to present some concepts of the innovation in a
simplified form as a prelude to the more detailed description that
is presented later.
The innovation disclosed and claimed herein, in one aspect thereof,
comprises a resilient (or flexible) skirt assembly that can include
a v-brace designed support. The v-brace support can be a resilient
support (e.g., can deform and return to its original position) that
can be mounted exclusively onto the inner wall of the resilient
skirt. This brace can provide strength rigidity while permitting
flexibility as needed (e.g., in cases of contact with a foreign
object).
In another aspect of the subject innovation, a resilient or
flexible brace can be provided as an "integral" resilient brace to
the resilient skirt panel. In other words, the "integral" brace can
be effectively molded into the panel thereby providing strength
rigidity as well as flexibility as needed. V-wings and angled
braces are also disclosed herein.
In yet other aspects, the skirt panels can be orientated on an
angled formation extending straight from the landing gear (or rear
tractor duels) toward the rear wheels of the trailer. These skirts
can be equipped with a resilient brace such as a v-brace, v-wing,
integral brace or angled brace as appropriate. Yet other aspects
can employ these various brace designs along with skirt panels that
curve inward toward the landing gear or alternatively, straight
along the sidewall of the trailer.
In yet other aspects, an anti-skid cross-member clamp (and system
thereof) can be employed in accordance with skirt assemblies to as
to eliminate or otherwise alleviate motion of the skirt assembly
(e.g., due to aerodynamic forces and impact primarily).
To the accomplishment of the foregoing and related ends, certain
illustrative aspects of the innovation are described herein in
connection with the following description and the annexed drawings.
These aspects are indicative, however, of but a few of the various
ways in which the principles of the innovation can be employed and
the subject innovation is intended to include all such aspects and
their equivalents. Other advantages and novel features of the
innovation will become apparent from the following detailed
description of the innovation when considered in conjunction with
the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1A illustrates an example straight skirt assembly in
accordance with aspects of the innovation.
FIG. 1B illustrates an example angled brace in accordance with
aspects of the innovation.
FIG. 1C illustrates an example bottom view of a straight skirt
assembly in accordance with aspects of the innovation illustrated
in FIG. 1A.
FIG. 2A illustrates an example straight-angled skirt assembly in
accordance with aspects of the innovation.
FIG. 2B illustrates an example angled brace that can be used in
accordance with aspects of the innovation.
FIG. 2C illustrates an example bottom view of an example
straight-angled skirt in accordance with aspects of the innovation
illustrated in FIG. 2A.
FIG. 3A illustrates an example curved skirt assembly in accordance
with aspects of the innovation.
FIG. 3B illustrates an example "v-brace" support in accordance with
aspects of the innovation.
FIG. 3C illustrates an alternative view of an example "v-brace"
support in accordance with aspects of the innovation.
FIG. 3D illustrates an example bottom view of a curved skirt
assembly in accordance with aspects of the innovation illustrated
in FIG. 3A.
FIG. 4A illustrates an example curved skirt assembly in accordance
with aspects of the innovation.
FIG. 4B illustrates an example integral stiffener that can be
employed in accordance with aspects of the innovation.
FIG. 4C illustrates an alternative view of an integral stiffener
that can be used in accordance with aspects of the innovation.
FIG. 4D illustrates a bottom view of a curved skirt assembly in
accordance with aspects of the innovation illustrated in FIG.
4A.
FIG. 5 is an example photograph of skirt assemblies that employ
`v-braces` in accordance with an aspect of the innovation.
FIG. 6 illustrates an example view of skirt assemblies that employ
`v-braces` in accordance with an aspect of the innovation.
FIG. 7 illustrates an example `v-bracing` system in accordance with
aspects of the innovation.
FIG. 8 illustrates an alternative view of an example `v-bracing`
system in accordance with aspects of the innovation.
FIG. 9 illustrates an example `v-brace` top attachment means in
accordance with aspects of the innovation.
FIG. 10 illustrates an example "hemmed" skirt design in accordance
with aspects of the innovation.
FIG. 11 illustrates close-up views of a front and rear portion of a
tapered hem in accordance with aspects of the innovation.
FIG. 12 illustrates an example pair of hemmed skirt assemblies
having an upper flange that facilitates integral bracing in
accordance with aspects of the innovation.
FIG. 13 illustrates an example bracing system in accordance with
aspects of the innovation.
FIG. 14 illustrates an example v-brace in accordance with aspects
of the innovation.
FIG. 15 illustrates an example v-brace in accordance with aspects
of the innovation.
FIGS. 16A-D illustrate various views of an example anti-skid clamp
assembly in accordance with aspect.
FIG. 17 illustrates an example embodiment of an anti-skid clamp
assembly in accordance with aspects of the innovation.
FIG. 18 illustrates an example skirt assembly in accordance with
the anti-skid clamp assembly of the innovation.
FIG. 19 illustrates an example front view of an anti-skid clamping
assembly in accordance with the innovation.
FIG. 20 illustrates an example perspective view of an anti-skid
clamping assembly in accordance with aspects of the innovation.
DETAILED DESCRIPTION
The innovation is now described with reference to the drawings,
wherein like reference numerals are used to refer to like elements
throughout. In the following description, for purposes of
explanation, numerous specific details are set forth in order to
provide a thorough understanding of the subject innovation. It may
be evident, however, that the innovation can be practiced without
these specific details.
The following specification and drawings are provided to set forth
aspects of the innovation and are not intended to limit the
innovation in any manner. In other words, while specific
combinations of skirt orientations and bracing assemblies are
shown, it is to be understood that alternative combinations are
contemplated and are to be included within the scope of this
specification and claims appended hereto.
The innovation describes a resilient skirt assembly that can be
mounted upon a trailer in a variety of configurations. It is to be
understood and appreciated that "resilient," as used herein, refers
to materials having flexibility or an ability to bend, flex or
deform while returning to (or substantially to) an original shape.
As illustrated, these skirt configurations include, but are not
limited to, straight, straight-angled and curved. While these
specific configurations are shown, it is to be understood that, if
desired, other configurations can be employed in other aspects,
e.g., rear portion flared outward. It will be appreciated that the
skirt panels shown and described herein can be manufactured of
resilient material capable of flexing or bending if needed. In
operation, the resiliency of the material can enable the skirt
panel to flex when a force is applied and to regain its original
shape once the force has subsided. As used herein, a `skirt` is to
include either a single or multiple panel skirt--all of which are
to be included within the scope of this disclosure. For example, a
multiple panel design can be top to bottom, front to rear,
combinations thereof as well as multiple (e.g., more than two)
segments as by design or desired.
In combination with a specific skirt panel orientation, as shown in
the figures, a variety of support and/or brace assemblies (e.g.,
resilient supports and braces) can be employed to provide strength
and rigidity to the skirt assembly. These support assemblies can be
manufactured from particular materials such that they can flex
along with the skirt assembly, e.g., if the skirt should strike a
foreign object.
Referring initially to the drawings, FIG. 1A illustrates an example
straight skirt assembly 100 mounted beneath a trailer box and
arranged parallel to the sidewall(s) of the trailer. While a
specific shape of skirt panel 102 is shown, other shapes can be
employed (in this example and others described herein) without
departing from the spirit and/or scope of this disclosure. For
example, the rear portion of the skirt can employ a pronounced
rounded cutout with a similar shape as that of the rear trailer
wheels. Similarly, if desired, the frontward portion of the skirt
can employ a square or rounded profile in other aspects. Further,
the forward most portion can be flush with the base rail of the
trailer rather than cut away as shown. It will be appreciated that
a specific skirt profile and orientation upon a trailer can affect
aerodynamic efficiencies. For at least this reason, combinations
can be selected for a specific design goal. Each of these
alternatives is to be included within the scope of this disclosure
and claims appended hereto.
Referring now to FIG. 1B, an example angled strut assembly 101 is
shown in accordance with aspects of the innovation. As shown, the
angled strut 104 can be attached in an area between the trailer
base rail and the side skirt panel 102. In one example, the example
strut 104 can be configured to attach to mounting brackets (not
shown) in order to affix between the skirt and the trailer. In
other words, in aspects the strut 104 need not be in direct
communication with either or both the skirt and/or trailer
undercarriage.
In another aspect, the angled strut 104 can be positioned at an
angle less than 45 degrees in relation to the skirt panel 102 such
that the angled strut connects between the skirt panel inner face
and molded horizontal flange. In this aspect, the flange portion
106 can be extended in a horizontal direction (or elongated toward
the centerline of the trailer) as appropriate. In these examples,
the strut 104 can be wholly contained within the skirt assembly
102, for example, within a top flange assembly 106. It will be
appreciated that in this arrangement, the strut 104 need not be in
direct communication with the trailer or base rail. As illustrated,
in this example of FIG. 1B, the side skirt 102 is installed
in-plane with the trailer outside wall and base rail. In operation,
a plurality of struts 104 can be installed along the length of the
skirt panel 102 so as to provide rigidity and strength, for
example, to withstand or resist wind load when the trailer is in
motion.
FIG. 1C illustrates a bottom perspective view of a skirt assembly
system 103 in accordance with aspects of the innovation. As shown,
system 103 includes two skirt panels 102 mounted straight along the
sidewall of the trailer. As described supra, the skirt panels 102
can be manufactured of a resilient material, e.g., glass-based
composites, plastic, rubber or the like.
With continued reference to the drawing, in this example, seven (7)
struts 104 are mounted to fixedly attach the skirt panels 102 to
the trailer cross-members or base rail, in some aspects. In other
aspects, the struts 104 can be wholly contained within the skirt
assembly vertical face and horizontal flange (106). This example
will be better understood upon a review of the figures that follow.
It is to be understood that, as needed, in lieu of or in
combination with a molded skirt flange, additional mounting
mechanisms (e.g., L-brackets) can be employed to affix the top of
the skirt panels 102 to the underside (e.g., base rail) of the
trailer. As described supra, while this aspect employs a strut
assembly 104 that attached is positioned angularly between the
skirt panel 102 and the base rail, other aspects employ struts that
are wholly connected or affixed to the inner wall of the skirt
panels 102.
Turning now to FIG. 2A, an example straight-angled skirt assembly
200 is shown in accordance with aspects of the innovation. As
illustrated, a skirt panel 202 can be mounted straight yet angled
inward toward the landing gear of the trailer (as shown). In other
words, the skirt panel 202 can be mounted near (or at) the sidewall
of the trailer near the rear wheels while angling inward toward the
landing gear. This orientation will be better understood upon a
review of FIG. 2C that follows.
FIG. 2B illustrates an example strut assembly 201 in accordance
with aspects of the innovation. As shown, the strut 204 can brace
the skirt assembly 202 to the base rail of the trailer. In this
example, the skirt panel 202 is angled from the plane of the
trailer sidewall. Thus, the strut 204 and associated attachment
means can be configured in order to effect such attachment (e.g.,
of variable lengths, inclusive of mounting hardware/brackets,
etc.). Further, it will be appreciated that both the strut 204 and
skirt panel 202 can be manufactured of resilient materials (e.g.,
flexible composite, plastic, rubber) such that when force is
applied, the components (202, 204) can absorb the force (e.g., by
flexing or bending). Once the force is alleviated, the components
(202, 204) can return to their original shape. Further, it will be
appreciated that, in all aspects described in this specification,
if desired, non- or less-resilient materials can be employed where
and if desired. As described in connection with FIGS. 1A-C, if
desired, a horizontal mounting flange 206 can be extended such that
the strut 204 is wholly positioned within the interior portion of
the skirt 202.
FIG. 2C illustrates a bottom view of a skirt assembly system 203 in
accordance with aspects of the innovation. As shown, system 203 can
include two (2) straight side panels 202, each angled inward from
the rear wheels and sidewall of the trailer. In this example, seven
(7) braces or struts are applied to each skirt panel 202. As
described above, the skirt panels 202 and struts 204 can be
manufactured of a flexible or resilient material so as to absorb
force or flex when appropriate (e.g., when a foreign object is
struck).
Referring now to FIG. 3A, an example curved skirt assembly 300 is
shown. As illustrated, the skirt panel 302 has a front portion
(e.g., near the landing gear) and a rear portion (near the rear
trailer wheels). When mounted upon a trailer, as shown, the rear
portion can be substantially in-plane with the trailer sidewall. As
the skirt panel progresses toward the landing gear, the front
portion curves inward toward the centerline of the trailer length.
It will be understood that, while a curve is described, alternative
effects can be employed that transition the front portion toward
the centerline of the trailer. For example, a fold or angle (or
series of folds/angles) can be employed in place of a curve without
departing from the spirit and/or scope of the innovation.
FIG. 3B illustrates a bracing assembly 301 in accordance with
aspects of the innovation. As shown, assembly 301 includes a
`v-brace` type strength member 304 that can be attached to the
inner wall of the skirt panel 302. It will be appreciated that the
`v-brace` 304 can be wholly attached to the inner wall of the skirt
panel 302 without directly mounting to the trailer base rail. In
alternative aspects, if desired, the `v-brace` 304 can be attached
to the base rail on its top portion. However, it is to be
understood that because the skirt assembly 302 is equipped with an
upper flange 306, the brace need not directly communicate with the
underside of the trailer (e.g., base rail, cross members, etc.).
Consistent with the aforementioned examples, the `v-brace` 304 and
skirt panel 302 can be manufactured of flexible and resilient
materials that are capable of absorbing force and bending (or
flexing) when appropriate. However, it is to be understood that in
alternative aspects, the v-brace 304 and/or skirt assembly 302 can
be manufactured of most any materials including, but not limited to
composites, metals, resins, alloys or the like. These alternatives
are to be included within the scope of this disclosure and claims
appended hereto.
Referring now to FIG. 3C, an alternate view of a `v-brace` 304
mounted on the inner wall of skirt panel 302 is shown. As explained
above, in aspects, the `v-brace` 304 can be mounted wholly onto the
skirt panel 302. The bottom portion of the brace 304 can be
attached, e.g., bolted into or through, to the skirt panel 302. The
top portion, as shown, can be attached to an upper lip or flange
306 of the skirt panel 302, for example, without touching the base
rail or undercarriage of the trailer.
Referring now to FIG. 3D, a bottom view of a skirt assembly system
303 in accordance with aspects of the innovation is shown. As
illustrated, two (2) skirt panels 302 can be installed with the
rear portion in-plane with the outside wall of the trailer. The
forward portion of the skirt panels 302 can include a smooth radius
or curve the ends just inside, outside or even with the landing
gear leg(s).
Upon installation, a number of `v-braces` 304 can be applied to the
inner wall of the skirt panel 302. These braces 304 can provide
rigidity to the panel, e.g., to withstand wind load. In the example
of FIG. 3D, seven (7) braces 304 are employed. However, it is to be
appreciated that in this example, as well as others described
herein, more or fewer braces (e.g., 104, 204, 304) can be employed
as desired or appropriate.
Turning now to FIG. 4A, an example curved skirt assembly 400 is
shown. As illustrated in the example, the rear portion of a skirt
panel 402 can be positioned parallel to or in-plane with the outer
wall of the trailer. The forward portion can progressively curve or
be otherwise formed/configured with a smooth curve so as to
transition inward toward the landing gear of the trailer.
Additionally, if desired, the skirt panel 402 can be equipped with
a top to bottom curve (A) as desired.
FIG. 4B illustrates an example integral stiffener assembly 401 in
accordance with aspects of the innovation. As illustrated, an
internal stiffener or bracing member 404 can be molded (or
manufactured) into the skirt panel 402 thereby providing strength
to the sidewall of the skirt 402. As described supra, the skirt
panel 402 can be manufactured of a flexible and resilient material
such that it can absorb forces and flex when and where appropriate.
In this aspect, the integral bracing member 404 can be a molded
`rib` design made completely of the same resilient material as the
skirt panel 402. In alternative aspects, the integral bracing
member 402 can be reinforced if appropriate, e.g., using an
internal structural brace (not shown). While alternative materials
can be employed, the integral stiffener 404 can be configured to
absorb flex or otherwise be resilient so as to flex, e.g., to react
to foreign obstructions or wind deflections as appropriate.
FIG. 4C illustrates an alternative inside view of an internal brace
or `rib` assembly 401. As shown, the brace 404 can be molded
internal to a composite or plastic skirt panel 402. This rib 404
provides stiffening or bracing properties to the panel 402. While a
specific example of providing the rib 404 internal to the skirt
panel 402 is shown, it is to be appreciated that, in other aspects,
the rib 404 need not be visibly positioned on either sidewall
(inner or outer) of the panel 402. Rather, the rib 404 can be
molded in the middle between each of the walls such that it is
hidden from view. Additionally, if preferred, the rib 404 can be
visible on the outward (or inward) facing wall of the skirt panel
402.
Referring now to FIG. 4D, an example bottom view of a skirt
assembly system 403 is shown. Consistent with the orientation of
FIG. 3D, the skirt panels 402 progressively curve inward to the
landing gear. As described in FIGS. 3A, 3B and 3C, the skirt panel
402 can be equipped with an integral brace or `rib` that enhances
rigidity of the panel, for example, to withstand wind pressure.
Additionally, the skirt panel 402, inclusive of the `rib,` can be
manufactured of a flexible or resilient material that can flex or
bend under pressure and regain its orientation once the pressure is
removed.
In the examples described herein, the leading edge of the skirt's
profile can catch "dirty" air just behind the tractor's duels and
redirect the turbulence into a laminar flow resulting in less drag
on the trailer. Still further, as described herein in the aspects
illustrated in the figures, advancements in materials have
permitted flexible materials to be used in skirt panel design.
Without sacrificing fuel savings, these flexible (or resilient)
designs allows the trailer to travel over mid-trailer obstacles
such as railroad tracks and sunken docks easier than conventional
designs. In aspects, glass content in the panels allows product
impact with no permanent set. In other words, resilient skirts (and
braces or supports) can have a "memory" and always return to flat
(or original) shape.
FIGS. 5 to 9 illustrate visual depictions of an example
implementation of the `v-brace" described supra in FIGS. 3A-D.
Particular attention is drawn to FIGS. 8 and 9. In these figures,
it is clear that the `v-brace` can be attached wholly to the
interior face of the skirt panel. Depending on the skirt panel
shape, as illustrated in FIG. 7, one or more of the `v-braces` can
be attached between the skirt and the cross-member of the trailer.
The example shown in FIG. 7 is merely an example whereas, other
aspects exist whereby all braces are tucked or otherwise positioned
wholly with the skirt inner sidewall 802 and upper flange 804. In
other words, the forward most bracket need not connect directly to
the trailer base rail as shown. In an alternative configuration,
the forward most portion of the skirt can be shaped differently so
as to accommodate position of the brace within the skirt panel
interior (e.g., connecting between the inside panel wall and the
flange).
However, it should be understood that the attachment points are
design considerations and may vary between implementations without
departing from the spirit and/or scope of the innovation and claims
appended hereto. Further, it is to be understood that vertical
bracing means that may attach directly between the skirt and the
trailer undercarriage may be rigid supports by design.
Turning now to FIG. 10, an alternative "hemmed" skirt assembly is
shown in accordance with aspects of the innovation. It is to be
understood that the skirt assembly shown and described with
reference to FIG. 10 can be used in most any configuration,
straight, straight-angled, angled or even curved, as appropriate or
desired. As well, the skirt assembly design of FIG. 10 can be
employed with most any bracing or support means including those
described herein, e.g., angular strut, v-brace, integral brace,
among others.
Essentially, the skirt design of FIG. 10 can employ a "hem" or
overlap whereby the material can be folded over or otherwise
increased in thickness (e.g., doubled). In this aspect, the
composite or flexible skirt assembly employs a tapering hem that is
wider in the front portion (near the landing gear) and which tapers
toward the rear of the trailer as shown. It is to be understood
that this tapered hem is a design choice and can vary in
alternative aspects without departing from the features, functions
and benefits of the thicker lower material.
With continued reference to FIG. 10, a close-up of a hem is shown
in items 1002 and 1004. While the hem shown herein is a folded hem,
it is to be understood that alternative aspects can employ a
"double-ply" type hem whereas thickness of skirt material are
affixed together (e.g., via adhesive) so as to increase overall
thickness, essentially creating a hem-like thickness. It will be
understood and appreciated that this "hem" can enhance strength of
the skirt, for example, when contacting foreign objects such as
railroad tracks, loading docks, debris, etc.
FIG. 11 illustrates close-up views 1100 of each the front and rear
hem 1002, 1004 respectively. Here, as described above, the hem can
be tapered whereas the front hem 1002 is a wider hem than that
shown at the rear 1004. It is to be understood that the tapered hem
and overall hem width is a design consideration that can vary
between implementations as appropriate or desired. In other words,
these alternative aspects are to be included within the scope of
this disclosure and claims appended hereto.
FIG. 12 illustrates a pair of resilient or flexible skirt
assemblies 1200 each having an upper flange 1202 and a tapered hem
1204 as described herein. It is to be appreciated that, in this
example, the hem 1204 is revealed on the inner side of the skirt
assembly and cannot be seen from the outer wall (lower pictured
skirt).
FIG. 13 illustrates yet another bracing system in accordance with
an aspect of the innovation. Here, an angular tray-like device 1300
can be constructed and mounted to the inner wall of a trailer skirt
thereby enhancing rigidity while maintaining flexibility of the
skirt design. The bracing system can perform the same or similar
function as the v-brace and integral rib described supra. It is to
be understood that the apparatus of FIG. 13 can include resilient
or flexible properties and be applied to all skirt designs and
configurations as disclosed and described herein.
FIGS. 14 and 15 illustrate example v-brace designs (1400, 1500) in
accordance with aspects of the innovation. It is to be understood
that these designs are provided to add perspective to the
innovation and not to limit its scope in any manner. In other
words, it is to be understood that the innovation can employ
v-brace- or v-wing-like braces that deviate from the exact
configurations shown and described herein. However, these
deviations and alternatives are to be included within the scope of
the specification and claims appended hereto. For instance, while
the v-brace of FIG. 15 is essentially symmetric about a center
rib-like support, other aspects exist that vary in shape while
being functionally equivalent or similar to those described herein.
These alternatives are to be included within the scope of the
disclosure and claims appended hereto.
Referring now to FIGS. 16-23, an example clamping system is shown.
As described above, the bracing and supporting mechanisms (e.g.,
v-brace, rib, etc.) are wholly maintained within the skirt face. In
operation, a clamping assembly (e.g., 1600) can be employed to
attach the skirt to the underside of a trailer. More particularly,
while most any clamping mechanisms can be employed to attach the
skirt assemblies described here to the trailer, the following
clamping design is engineered so as to avoid, alleviate or
otherwise eliminate slippage or other movement of a skirt following
installation. It will be understood that one problem of
conventional designs is that skirt assemblies tend to slip and move
post-installation, e.g., caused by air flow pressure, contact with
foreign objects, vibration, etc. Here, this unique clamping design
can alleviate these issues.
With reference to FIG. 16, a top view of a clamp 1600 is shown, in
the upper left image. As will be understood upon a review of the
figures that follow, the clamp 1600 can be equipped with
"anti-slip" treatments so as to effect maintaining position once
installed, for example, upon an I-beam or cross-member of a
trailer. In a v-brace embodiment, the clamp 1600 can be equipped
with holes or apertures 1602 that effect connection to the upper
flange of a skirt panel or alternatively, to the v-brace. In a
standard installation, two clamps 1600 are employed, one on either
side of the trailer beam. The installation will be better
understood upon a review of the figures discussed infra.
As shown on the top side of clamp 1600, multiple holes 1604 can be
countersunk into the clamp material (e.g., metal, alloy).
Continuing clockwise, the lower left image of clamp 1600
illustrates the underside of the countersink 1606. Here, the
protruding countersink can effectively "grip" the beam when
installed. The lower right image illustrates a side-perspective
view of claim 1600. Here, it can be appreciated that the
countersink treatment can be employed to grip or otherwise secure
or "bite into" the beam's coating. The top right image is a bottom
view of claim 1600 which illustrates the countersink treatment.
While three counter sink holes and two mounting holes are shown, it
is to be understood that this configuration is merely an example.
Other orientations and configurations can be employed that maintain
the features, functions and benefits of the innovation. Similarly,
while countersinking is employed for its performance and ease of
manufacturing, it is to be appreciated that other aspects can be
configured with friction treatments such as grooves, teeth,
patterns, etchings, indentations, protrusions, knurled surfaces or
the like. These alternatives are to be included within the scope of
this disclosure and claims appended hereto.
FIG. 17 is provided to add perspective the innovation and not to
limit its scope in any manner. Rather, the claim 1700 of FIG. 17
illustrates example sizes, configurations, etc. of an embodiment in
accordance with the innovation. Here, the clamp has a 10 GA (0.130
inch) thickness, an overall length of approximately 2.750 inches,
two mounting holes at a centerline of approximately 2.00 inches and
three formed countersunk holes having a centerline of 0.88 inches
between each other.
FIG. 18 illustrates an example installation of a skirt assembly
1802 in accordance with the innovation. Here, two clamps 1700 (or
1600) can be employed on opposite sides of an I-beam or
cross-member 1804 of a trailer. In operation, a first clamp 1700 is
mounted to the top face of upper flange 1806 as shown. A second
clamp 1700 is mounted to the top flange 1806 on the opposite side
of vertical of the I-beam 1804 as shown. In a particular
installation, the clamps 1700 can be mounted through the top flange
1806 and into a v-brace (or other bracing means) as described
herein. Alternatively, it is to be understood that a structurally
suitable plate (e.g., metal) can be applied to the underside of the
flange 1806 so as to provide installation rigidity for the skirt
panel 1802.
With continued reference to FIG. 18, as shown, the row of three
countersinks can provide a "bite" or attachment to the I-beam so as
to alleviate slippage or other movement. It will be appreciated
that, oftentimes, the I-beams are equipped with a coating atop the
metal of the beam. Here, the countersinks can essentially "bite"
into the coating thereby providing a securing enhancement to the
skirt upon the beam.
FIG. 19 illustrates a front view of a clamping system 1900 in
accordance with aspects of the innovation. Here, two clamps 1700
can be bolted into the top flange 1902 of skirt assembly 1904.
Here, the clamps 1700 are bolted directly into the flange 1902
having standard hardware washers to provide support and integrity
on the underside of the flange 1902. As shown, the countersinks can
establish friction or otherwise "bite" into the I-beam thereby
enhancing integrity of the skirt assembly installation. While a
specific "I-beam" installation is shown, it is to be understood
that alternative installations can employ the friction enhancing
treatments without departing from the features, functions and
benefits of the innovation.
Referring now to FIG. 20, an alternative aspect of an anti-skid
clamping system 2000 is shown. As described supra, a pair of
anti-skid clamps 1700 can be installed, for example, on either side
of an I-beam (as shown) or cross-member. As described supra, the
countersink treatment 2002 can "bite" into the metal (or coating)
or otherwise enhance attachment to the beam. As described supra,
while specific configurations and numbers of countersink treatments
and mounting holes are shown, other aspects employ alternative
arrangements without departing from the spirit and/or scope of the
innovation and claims appended hereto.
While the aspects described supra and illustrated in the figures
illustrate mounting the skirt assemblies flush (or in contact) with
the trailer base rail, it is to be understood that, in alternative
aspects, the top flange may or may not have a gap between the top
of the flange and the base rail. In these aspects, the small gap
may facilitate inspection of the trailer's structural
cross-members. Additionally, adapters, spacers or spacer blocks may
be included to accommodate cross-members of differing heights to
help facilitate assembly for unique cross-member layouts. These
alternative aspects are to be included within the scope of the
invention described and claimed herein.
What has been described above includes examples of the innovation.
It is, of course, not possible to describe every conceivable
combination of components or methodologies for purposes of
describing the subject innovation, but one of ordinary skill in the
art may recognize that many further combinations and permutations
of the innovation are possible. Accordingly, the innovation is
intended to embrace all such alterations, modifications,
permutations and variations that fall within the spirit and scope
of the specification and appended claims. Furthermore, to the
extent that the term "includes" is used in either the detailed
description or the claims, such term is intended to be inclusive in
a manner similar to the term "comprising" as "comprising" is
interpreted when employed as a transitional word in a claim.
* * * * *